2017 Hyundai Elantra Limited |
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2.0-liter Atkinson cycle four-cylinder (147 hp @ 60 rpm, 132 lb-ft @ 4500 rpm) six -speed automatic 28 city / 37 highway / 32 combined (EPA rating, MPG) 33.5 (observed MPG) basic price $ 17.985 (SE, US) / $ 17.694 (L Manuel, Canada) As tested (limited + ultimate package) $ 27.585 (US) / $ 30.594 ( Canada) All US prices include the $ 835 shipping charges. All Canadian prices include freight and fees $ 1,795 IDPs and A / C tax when equipped. |
Sometimes circumstances you a perfect metaphor hand.
Although the driving and redesigned everything around updated 2017 Hyundai Elantra, a brand-spankin 'new Honda Civic bolted from a side street, took me for a short time, then put the hammer down before it took off in the distance.
up 'til now, the Elantra tester electric blue (limited form heavy option) had proven a comfortable, spacious, good-handling compact absorbing the worst potholes , frost heaves and patches early spring could throw at it. But here, suddenly, was its main competitor - award winning Civic, the car to beat in the compact class -. And I could almost feel the anxiety emerging Korean plastic and steel that locked me
No cars exist in a vacuum (thank you, capitalism!), So the term the Elantra can not be simply to improve his own past - it must present a convincing argument against the Civic. Is he up to it?
longer, wider, more angry
2017 Elantra keeps a profile that is similar to its predecessor, but adds that good dose of visual aggression of the previous generation was missing.
2017 model now has a real face to the world, ditching its upper and lower air slots to a grid horizontal slats honest to goodness. Gaping, angry fascias are, and the Elantra does not disappoint.
Flanked by HID projector headlamps and fog vertical stacks of LED / running lights, redesigned face is a big improvement that increases the impression of width.
for good or bad, the previous generation Elantra took aerodynamic styling to new heights of compact cars. For some, it looked like a soft-serve cone managed to hit 60 miles per hour during a heat wave. Well, the new Elantra is not phobic of straight lines or non-spherical shapes.
Bodyside character lines have become more pronounced and horizontal, making the waistline seems higher, and we all know that higher beltlines = scary powerful mafioso dangermobiles. The beltline always sweeps up to meet the C-pillar, but now has the desired effect athletic.
The taillights retain a similar shape, although Hyundai drops the elongated teardrop lenses for the six trapezoidal LED groups. These points of light are sharp, and look great in the night. Above all the trunk lid itself has shaped in a subtle spoiler that overlooks the rear lights, keeping intact the profile sedan now that the roof line terminates further back.
indicators integrated into the door mirrors and chrome door handles on Limited (lit in front) add some upscale flair, while the 17-inch aluminum wheels seem decently athletic.
the overall package still seems slippery, but now cleaner and more refined. Hyundai said that, with a drag coefficient of 0.27, the Elantra now glides through the wind better than a Leaf.
contrasts booth
2017, the passenger cabin of the Elantra gets a slight boost size, though its interior has already been noted by the midsize classification system of the environmental protection Agency.
in front, legroom are generous even for my lanky 6 '4 "frame, while the space behind the front seats increases from 2 inches to provide more space for your friend's knees and lower back. space before suffering in our tester because of the sunroof optional roof, otherwise there would not be a problem. My scalp rubs the head displays sitting at the back, but he does it in an Impala, too. Sacrifices must be made for a sexy roofline, but the compromise is usually felt by tall people like me
the interior is sleek and harmless, with some upscale touches - .. But there are caveats
first, the good stuff: the front seats are wide and supportive and come with heating at the front standard on Limited (optional rear). the steering wheel is leather-wrapped, heated and decorated with easy audio thumb, the travel menu and Bluetooth controls.
keyless entry and ignition pushbutton adds comfort, while the detection of the blind spot optional adaptive cruise control, automatic emergency braking and a backup camera are essential for terrified commuters.
temperature control in both areas is easy to use and easy to read gauge cluster. The infotainment and navigation systems, mounted in a pile of attractive center, are responsive and easy to navigate, and the 8-inch screen will not let me squint. Voice commands on the Android Auto-equipped system worked perfectly twice I tested it, and yes, you can call Siri.
If your environment is gadget-heavy, or you are a part-time PI, there is a lot of connectivity ahead intake to meet your electronic needs.
When the inside is far is in the doors, the upper parts which are flat, plasticky, and look like they have immigrated in the 190s Despite their comfortable leather seats look and feel rubbery. The width of the central console leaves some multimedia controls hidden from view by the steering wheel and windshield wiper, and those of the law of large center console side must be groped.
hard plastic covers the front seatbacks, which I found low-end, but a friend pointed easy to clean surfaces are appreciated by those with children.
The Infinity audio system eight speakers sound tinny at times, especially at low decibels, while the surround sound - even when center-weighted -. always seems to come from the dashboard
it is true that these criticisms do not come close to describing a manual labor camp, but they are the kind of thing you 'd pay attention to more than you paid for the vehicle, especially on a limited charge model ($ 27,585 USD MSRP) like this; probably not so much on a carefully optioned entry SE ($ 17,985 USD MSRP for starters).
hero Public Works
a complete winter El Niño freeze-thaw cycles laid a perfect ground to prove reinforced the architecture of the Elantra and redesigned suspension. The patchwork of temporary craters and mountains blanketing almost every surface of the road compares with a World War I battlefield. - Or at least Detroit
Hyundai says Elantra now uses high-strength steel of 53 percent in his body, against 21 percent last year, and piles on 40 times more structural adhesive . This means an increase of 29.5 percent in the torsional stiffness, without excess weight.
Cushioning the new rigid body is a rejigged rear suspension that sees aligned springs dampers and coil over vertical repositioned above its axis torsion bar. An increase in the diameter of the rear ring has endurance in the long term in mind.
With these changes, plus a McPherson strut configuration in front, the Elantra does an admirable job isolating the driver from the road surface, and turn still flat and drama. No hop, shimmy, rebound or vibration have been noted, and there was no squeaks or rattles in the body.
Nicely weighted steering adds to the driving comfort and the sense of stability of the vehicle, and is welcome when trying to have fun.
effectiveness on muscle
In 2017, the Elantra gets the 'Nu' 2.0-liter Atkinson cycle four master cylinder, making 147 horsepower and 132 lb-ft of torque. There are many segment C vehicles that make more power, but Hyundai is an efficiency with this mill. A six-speed automatic is the only choice on the Limited (a six-speed manual is standard on the SE base), but it has been recalibrated for better fuel efficiency and responsiveness.
The engine noise is cut speed, buzziness is kept to a minimum during acceleration, and its transmission does not need to be begged to downshift while top speed. Wind noise interferes in the cabin, however.
The transmission makes for pleasant driving day to day, but gear-holding "sport mode" manual shift speed door and solid direction and transmission suspension do not completely clear desire more low-end grunt. For most trim levels, the transmission is fine, but - on top of the price range - a dream pilot performance and exclusivity of a motor more production could bring (note: 1.5 liter turbo four makes Civic Touring 174 hp and 162 lb-ft).
Hyundai fuel consumption rate of the Elantra limited to 28 miles per gallon in town and 37 on the highway. After several days of driving around town in the three driving modes (Eco, Normal and Sport), the tester returns 28 mpg. At mile 60, road to two lanes getaway (averaging 55 mph) returned an impressive 49 mpg under ideal conditions, and two motorway journeys low traffic returned 40 and 43 mpg, respectively.
The Elantra was shod in 225/45 R17 Michelin winter tires X-Ice during the trial period.
Verdict
significant improvements in materials and appearance show that Hyundai has its competitive compact segment seriously. 2017 Hyundai Elantra Limited is an easy car to live with, especially if the comfort and technology are number one and two on your list of must-haves.
Most buyers, of course, will opt for an SE and feel good about satisfying the desire that attracted them to the Hyundai showroom.
But if the sport ranks high on your list, especially if you have good money venture over the base trim, modest power the Elantra will make it easy for courting in Civic Touring or Mazda3 GT, which both offer more horsepower and a manual tranny senior (later this year, in the case of the Civic).
Disclosure: Hyundai Canada provided the vehicle and insurance for this revision
[Images: © 2016 Steph Willems/The Truth About Cars]
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